Hydraulic brake



Jams, 1931. r' w.-G.PB1E 1,781,796

HYDRAULIC BRAKE INVENTOR BY Y 4 v ATTORNEY Jan.V 6, 1931. w. G. PRICE HYDRAULIC BRAKE Filed Oct. 2, 1926 4 Sheeps-Shet 2 Y lNvENToR .Wma @am Wz'ce BY C ATTORNEY INVENToR o( ATTORNEY 4 Sheets-Sheet 4 ba/K6) Jan. 6, 1931. w. G. PlcE I HYDRAULIC BRAKE med oct. 2. 192e llll lll Patented Jen.' 6,1 179.31

iisiirif. i

e-Uiiii einen, or Yniriiuii, WASHINGTON, AssiGNoR TOMCCLEARY HY,-

fr n Erice HYDRAULIC BRAKE application ined voctober 2, 1926. serial No. 139,105.

members such as gears, the reaction causing an application of braliage. ln this'typeo'f .ii'iechaiiism, reservoir is employed to sup ply a Lbody o; oil for operation of the mechanism, and' therein., When'the brake is operating, an endless flow of oil going to and from said chambers, or one thereof. Yt has been. foundthatiii the oil isdischarged to the reservoir below the lever therein, that the air which enters the 'gear orfpressure chambers justprior to the anplicatien of bralrage,v Will cause the oilbody to foam., and if the oil is discharged to the reservoir above `the level therein. a suilicient noise results that might be objectionable in some types of cars, especially passenger cars. Further, it has been found that. after a bralrage application has been applied, a cerresidue ci oil remains in. the chambers or chamber, and this oil residue idles the vehicle is running in the absence of brakag'e stress. rThis idling oil. causes a slight i, rae', and alsogenerates heat.

yNew it is one of theebjects ot this invention to release the air from thegear chambers, preferably to Athe reservoir return of used oil to the reservoir beloi'i7 'the level therein, thereby gaining all the adiy van-tages ofoilv delivery .below the oil level and avoiding "the objectionable foaming 'of the roil body.v l i y. ,A

AQ further feature ot" the inventii'iii is to provide means tor expressing` from the 'gear Fig. 1.

above theV 'liquid leifel therein, and to proyide forthe out in and bythe appended claims.

ln the drawings: l Fig. l,y is a sectional view on line l--l of in. rig. 2. n

Fig. 2, is a seetionalview on line 2-2 of horizontal sectionalA View liig. V3, is a Fig. d, is a similar Viewv on line 2li-f4 of Fig. l. v

Fig. 5, is a similar View on linee-5 of Fig. 1.

Fig. (his a similar view on line 6--3 ot Fig. l. n

Fig. 7, is a similar view on line 7-7 ot Eig. l.

Fig. 8' isa similar view on line 8-8 oiC Fig. 9, is a top plan'vievv showing the eX- tent ot movement of the operating lever for the controlling valve.

Fig l0, is a tace View of the casing and gears. y f Like characters of reference designate rsimilar parts throughout the different figures of the drawings.

itis more clearly shown in Fig. 2, vthe device includes what l will terni an operating section l, whichis divided by a partition 2, into a reservoir 3 and a gear chamber 4, the left hand side being open. A partition 5 divides the gear chamber ite' itform an oil supply passage 6, leading from the bottom of the reservoir toward the open side of the casing. A suitable fillingopening is shown closed by a screu7 plug 7, and l have indicated the oil level at 8. A vehicle driven shaft is indicated at 9, and is ournaled at l() and ll, land extends into .the gear chamber ll. A second shaft l2, is journaled at its righthand end in a bearing i3. lllfhat l will call aiirst gear lll, is suitably secured to shait 9, and is disposed in the upper portion of the gear chamberl.v Mesh-L ing with iirst gear 14;, is a 'second gear L?. which is suitablyv secured to shatt l2, and is disposedein the loWer portion o' the gear chamber Ll. As Will be seen by reference to Fig. l0, the gear chamber 4 isshaped to closely Vfit the perip'heries of gears lll and l5 and Yand which will be more particularly pointed Y leal; prooic in a.v well known manner. Section i in the direction'oi 18, is provided with a vertically disposed controlling valve casing 19, in which a Controlling valvejQO is mounted for rotative adjustment, which adjustment, in the pre-sent'case, is oscillatory. An operating arm 21, is suitably secured to the valve 2Ov and is connected by a rod 22, to be oscillated between stops 23 and Qllrfrom a non-braking to a full-braking adjustment, respectively.` i

I will first describe the manner in which oil is admitted to the controlling valve 20,

andwill successively describe thereafter, the

manner in which the oil performs its various functions in association with'various parts of the structure.

ISectionv 18, passage 25 which connects with passage 6 and opens to a. valve inlet chamber 26, which is shown suitably closed by a plug 27. Said Vchamber 26, shouldered at 2F and the lower end 29, of the valve 20, seats on said shoulder. Said lower end is hollow, as shown at 80, and is provided with ports Bland EX- tending laterally in opposite directions from the lower end of valve 20, are valve controlled passages 33 and 34, the latter being equipped with non-return valves 85 and 36, respectively. Caps 37 and form bearings. for stems and e0, respectively, with which said lvalves are provided and springs 11' and 42,

ncrmallyact to seat said valves.l Oil suction passages #Llc-3.-and4Ll, lead, respectively, trom the outer sides of'va-lves 35 and 36, Vupwardly to passagechambers 4:5.and a6, the latter dei rlivezing to pressure chambers 16 and 17, re-

spectively, as will be clearly seen from Figs. 1 and`7. It will beclear that no oil can pass the non-return valves 35 and 36, in .flescemt` ing said passages 1-3 and 44.

y By reference to Fig. 10, it will be claw-'that if the vehicle is advancing, the gear wheels ld and 15 will suoli oil up passage i4- to chamber 17, and deliver the oil to chambervl, when bralage is applied, as will later be more fully described. Assuming that brakage had been applied,fin this manner, the valve section l' is provided withan outlet chamber 47, see

Figs. 1 and 6, whichhas openings 48 and 19. communicating with passage chambers Ll5 and 46, respectively.' Non-return valves 50 and 51, controlsaid openings 48 and 49, respectively, to prevent return of oil downwardly provided with an admission' or backwardly tosaidchambers t5 and 4.6,'

r-air confined in chambers16 and 17, upon initiation of a bralage application, will be rcleased.

Viewing Figs. 1, 8, Il, 5 'and 6, it will be seen that the valve 20, is provided with an axially disposed and combined air and oil discharge port or passage'52 which extends upwardly from said outlet chamber L17 to the top of said valve 20, at which point I have shown -it closedby a plug 53. At its lower end, said passage communicates with chamber L17 through ports 54, in valve 20, and corresponding ports 55, in casing 19. l.Vlien the controllingvalve 20 is in the non-braking adjustment shown in the drawings, these ports are ullyopen as will be seen by referenceV to Fig. 6. The arrangement is such that a balance of pressure will be adorded so that there will be no resistance to rotative adjustment oi' valve 20, as far as lateral oil pressure` is concerned. An air exhaust port 56,'Fig- 4, leads from passage 52 to an air exhaust passage 57 which delivers tov reservoir 3, above the oil leve-l therein. The .purposexot this air exl1aust,will be more fully set forth in the description of the operation.

I will next describe the means and manner of discharging the'used oil from the chambers 16 and 17,whenbraking pressure is being applied, this oil being discharged tothe reservoir below the level therein and free from air admixture'therewith.

Referring to Figs. 1 and 5, it will be seen that valve 2O is provided with an elongated port 59, opening-from passage 52, to an oil discharge passage 60. It will be noted that port 56, which 'is relatively narrow, comes into and turns out of registry with passage 57, beforethe beginning of registration of port 59 with passage 60. Itis the intention to permit discharge of all the air from the pressure chambers 16 and 17 before the oil comes into the same, or substantially so. Thus, at any rate andy in all events, the air and oil ports 56 and 59 come into registration with their respectivepassages sequentially. Thus, there will be a minimum of oil .in the air that discharges outlthrough passage 57, if

vthere. is any at all, and there may bea moiety oli air passing out through 60, but only at the start, V and thatwill not in any event be sulficient to cause anyfoaming of oil. However, where the ports are accurately located, there will berno oil in the air passage or no air in the oilpassage. I haveshown passage 60, connected by a pipe 61, the lower end of the latter entering the reservoir below the oil level las shown in Fig. 2;

I willnext describe 'the means and manner of forcing out from the pressure chambers 16 and 17, any residue' or idling oil, such as may fifi remainr after the controlling valve has been adjusted from a'bia'kingr to a non-braking position. f

The valve 26, is provided with an air ingress passage 62, shown more particularly in n repassage chamber 46. Near the passage 63,

the valve 20, has anV annular groove 66, adapted to catch oil that may rise betweenvalve 20 and'casingv 19, the groove 66 being always in registration for 'discharge to passage 63 and the oil will be returned thereby vto the'rese'r# voir. This will elfectively prevent oil lea-kage out through the top lofthe device.

I will neXt describe the operation of my improveddevice. i All the views show the device in`V a nonbraking adjustment, hence, in this adjustment, I will first describe a portion of the operation. Assuming that the vehicle is advancing, the gears 14 and` 15 will, subsequent to and following the application of brakage,

`draw any residue oil fromr chamber 17 to chamber 16, thereby making the former a suction chamber. This will induce air 'from the `top ot the reservoir to'tlow through 63, 62,

64 and 65 into chamber 46 and thenceinto chamber 17. This air will be' carried around bv gears 14 and 15 and will crowd'any residue oil from chamber 16 up into outlet chamber 47, bvr raising valve 50; l/Vith the parts in the uonbraking adjustment, the expressed oil, it the velocity or" the air was great enough, dependent upon the speed ot 'advance of the vehicle,would beA forced up. passage 52 and out through passage 57 backinto the reservoir. However. it the residue was only a small quantitv, itiniglit remain in a portion otreliamber 47. thereby freeing the wheels 14 and 15v from any oil drag. There couldL be no drag as a result of air suction.v as the air coming into the suction chamber. 17.,..trom the reservoir, would he sent right back to the reservoir, from chambers 16, 47 and passages 52a1idr 57. Thus. there 'would be an endl less circuit ot air passing through the chanr bers 16 and 17. which could not forni a drag o'tany appreciable nature. This is true when thc vehicle is advancing and the device is in the non-braking adjustment shown but it would not be true if the vehicle were backed up while the device is in the non -braking adjustment, as will be later described. lt will be understood that in the present adjustment, the ports 31 and 32, are in a position to preoi" fanqinch, in a: l-

vent oil from entering either 'suction passages 43 or 44. l i

New assume that the vehicle was advancingand it was desired to apply brakage,i-he

arm 21 would be turned in a clockwise dircction, viewing Fig; 9, thereby opening ports 31 JandB?, to passages Sil'and 34. ln this direction oit movement rof' the vehicle, `chamber 17 would stillbe a suction.chamber and would suck up oil through passage 44, and asv turning oit' valve 2O would shut oit ports 54, dependent on the extent of turning movement of valve20,.egrcss ot oilr from the compression chamber 16, would be correspondinali,y restricted,thus.l .increasing congestion in sa l chamber. This would retard rotation or wheels 14 and 15 and would apply l fak .ce to the vehicle. Act t this point it may be stated that suchtadjustment of valve 20, would niovc terminal.A 64, out ot registry with 65, thereby cuttin'gyoil ingress o-t air therethrough. Further, justas the yoil rushed into chamber 1T, and over into chamber 16, the air in said chambers would be expressed in advance ot theoi-l, and, it in suilicient volume, would pass out through port 56, Fig. 4, into passage It'willbe noted that port 56 is relatively narrow, hence, it would be out of registry with 157. just asrsoon. as valve QO'had' been turned into a braking adjustment ot a substantial nature. For instance, it will be assumed thatY port. 56, inl a full size brake, was three eighths ot any inchwide and when the ports 31 vand 82 were opened three sixteenths ght 'braking application, the port 56 would stillbe halt way open, and hence, air could first rush outtlirough port 56 'and' passage' 5l? before the valve Q0 had been turned'iar. enoughto close port A three siXteenths opening of valveI 20, would afl-'ord a very considerable brak-age applica tion. Ot course, it a. wide open adjustment of valve 20 was suddenly. made, then both the air and oil would have to pass out through port 59 and passage 60. However, a driver usually, and in the great majority ot instances,` applies his brakes gradually, and this is especially true. of a hydraulic brake where the brakingaction is so quickly respon? sive. Y f

New, by reference to F 5. it will be seen that just as soon as air egress has been closed, then port will begin to register with passage `60. Port 59is elongated, as shown so that ity will remain open when ports 3l and 32 have reached a tull open position. However, port 59y will not'be'giii to register with passagetiO, until just after ports 31 `and 32V have been opened slightly. Y

While I havestated a-'certain sequence ot port action, such action, in actual practice, may Vbe slightly varied, troni the real invention.

lVhen'the valve 20, has been returned to ay non-braking position, the operations here- `wit-hout departing 4 Y lysates tofore described will' take place, and this part of the operative description need 'not be repeated.

` Describing the action of the device in backward movement of the vehicle it willbe noted that in the non-braking adjustment shown,

' chamber 16 would be the suction chamber and ized, it would again seat. The valve'QO would of course not permit entrance of oil toward valve 35 because it would close passage 33, as shown in Fig. 1. Ofcourse an absolutevacuum could not be established because'it is not intended that gears 14 and` 15 should be in absolutely air tight engagement 'with their respective chambers, andfurther, such a relatively rough mechanism as a brake, wouldnot be made on a precision basis. It will also Vbe understood that backing up movement is seldom effected at a rapid rate or for any considerable distance. Vhile the vehicle is'backing up, in a non-braking adjustment, it will be clear that air could egress from compression chamber 17, through port 62, as shown in Fig. 1. Such air as would be forced into chamber 17, in backing up, with non-braking adjustment, could either be forced out of opening 49, past valve 51, or could in fact be eX- pressed out through passage 62.

I will next describe the action-that would take place in applying br'akage against backing up movement of the vehicle.

In applying br'alrage againstVV backward movement of the vehicle, the valve 20V is turned in the same direction as it would be to apply brallzage against forward vehicularl movement. The chamber 16 becomes the sucf tion chamber and chamber 17, the congestion chamber. Hence, oil is sucked upwardly through port 33, opening valve 35, and passf upwardly in passage i3 to chamber 4:5,

from whence it enters chamber 16. The gears tranfer the oil from chamber 16 to chamber 17 andas thel oil cannot pass valve 36, it forces valve 51 upwardly-and enters chamberl7. `The ports 5&1 and 55 are partially I closed, dependent upon the .extent of braking adjustment imparted to' valve 20, and thereby restrict passage of oil so as to cause an application of bralrage. The oil egressing upwardly through port 52, passes through port 59 and passage 60 and down through pipe 61 to the reservoir. A Y

VVhen brakage is released againstfbackward vehicular movement, the yvalveQO will be restored tothe Fig. 1 position, and if the vehicle is advanced, air will enter through port 64 to chamberf17, and be carried over by gears '14 and 15 to chamber 16 from whence it will be expressed as heretofore described.

*l It is believed that my invention will be fully understood fromthe foregoing description and while I have shown one specific form of my invention, I do not wish. to be limited thereto rexcept for such limitations as the claims may impart.

I claim: v

1. In combination, a vehicular hydraulic brake mechanism havingan oil reservoir, and means for releasing and conveying confined air in said mechanism tosaid reservoir above the oil level therein upon initiation of brakage, and said means arresting such egress from said mechanism after brakage has been applied;

2. In combination, a vehicular hydraulic brake mechanism having an oil reservoir, means for releasing air confined in said mechanism to said reservoir above the level therein upon initiation of bralage and then closing ofi such egress, and means for conveying used oil Vfrom said mechanism during brakage to said reservoir below the level therein.

3. In combination, a vehicular hydraulic brake. mechanism, an oil reservoir therefor 1n communication with said mechanism above the level in said reservoir, and means for releasing air from said reservoirabove theV level in the Vlatter-to said mechanism to express idling oil from said mechanism to said reservoir above the level therein when said mechanism is in a non-braking adj ustment;

n 4. In combination, a vehicular hydraulic brake mechanism, an oil reservoir therefor having air ingress and egress passages leading to Vand from said mechanism above the level insaid reservoir and also an oil egressing passage vleading from said mechanism to said reservoir below the level vin the latter, and a-.controlling valve for said mechanism having portsfor controlling said passages. .5. In-combination, a vehicular hydraulic brake mechanism, an oil reservoir therefor having air ingress and egress passages leading to and from vsaid mechanism, respectfully, above the level in said reservoir and also an oil egressing passage leading from said mechanism to saidreservoir below the level in the latter, and a substantially vertically disposed rotary controlling valve for said mechanism having ports; for controlling said passages dependent upon the operative adjustment of said mechanism. y

Intestimony that I claim the foregoing as my own, I hereby aiiX my signature.

. WILLIAM GUNN PRICE. 

